Gas-engine.



Patanted Oct. I0, i899.

n. r. soun. GAS ENGHE.

Y l(VApjpl'ra-ticmlecl. July 22, 1697.)

3 Sheets-Sheet i,

(No Model.)

1u: mams warms co, moroumo.. vuwmcrro No. 634,686. Patented Oct- I0,|899.

D. F. GOD.

GAS ENGINE. .mpplieasiu mea .my 2, 1891.,

3 Sheets-Sheet 2,

(No Model.)

INV ENTR.

am? Mig WITNEESEE.'

fimmf- No.. wAsnmsrma. u .a-

No. 634.635,M

Patented Oct. I0, |899. 0. F. GOOD.

GA S E N G I N E (Application filed July 22, 1897.)

3 Sheets-Sheet 3,

(No Model.)

F1135. m@ i WITNESSEE. 7%?9/5 INVENTUR:

f, REW..

` UNITED STATES PATENT OFFICE.

OLIVER F. GOOD, OF'TOLEDO, OHIO.

GAS-ENGINE.

SPECIFICATION fOI'miDg par@ 0f Letters Patent NO. 634,686, dated.Octobe` 10, 1899.

Application iiled July 22, 1897. Serial No. 645,524. (No model.) I

gas-engines, and has for its object simplicity and cheapness ofconstruction, especially of the valve-box' and its accompanying parts;also, to provide a device in which the valve mechanism and governor maybe operated by the use of but a single cam and cani-rod; to

provide an engine which will run equally as well in either direction,and to provide a valve which shall serve both as as an exhaust and inletvalve, whereby the supply of cool air and gas passing over the valve asan inletvalve will aid in cooling the valve, which usually grows veryhot by contact with the escaping burned gases. I attain these Objects bymeans of the devices andl arrangements of parts hereinafter describedand shown, and illustrated in the accompanying drawings, made parthereof, in which- Figure l is a side elevation of my engine, showing theparts in place; Fig. 2, a central longitudinal elevation, in verticalsection, of the valve-box hereinafter referred to, taken on line B, Fig.4; Fig. 3, a top plan view of said valve-box with a portion of the coverbroken away; Fig. 4, a vertical transverse sectional view of saidvalve-box,taken on line A, Fig. 3, viewed from the left; Fig. 5, an endelevation of said valve-box viewed from the left in Fig. l, with cap andmain valve removed; Fig. 6, a vertical transverse section of thecylinder on line C, Fig. 7; Fig. '7, a side elevation of the cylinderwith the valvebox removed.

Like letters and numerals of reference indicate like parts throughoutthe drawings;

- In the drawings, A is the base of my engine, upon which is secured andsupported the cylinder B. Gis the crank-shaft, journaled upon the base,connected by a connecting-rod to the piston (not shown) and carrying inthe usual manner the ily-wheel D. 'A valve-box E is bolted to the sideof the cylinder near its Outer end--cl e., that end farthest from thecrankshaft-and is provided with a gas-inlet pipe F and an `air-.inletpipe G. Leading from near the inner end of the cylinder and connectedwith its interior as well as the valveboX by a passage or port,hereinafter to be referred to, is the exhaust-pipe H.

I is the ignition-tube and burner, hereinafter to be more particularlydescribed, K' the gas-supply tube for the burner, and K the air-su ppl ytube for the burner. On the driv- Vin,f ;shaft is a pinion L, engagingwith land proportioned to make two revolutions to one of a gear-wheel M,journaled upon the base. Upon the hub of this gear-wheel is a cam oreccentric N, which is symmetric in outline, so that its throw is thesame when rotated in either direction. Pivoted upon the base, as at o,is a'rocker-arm O, which pivotally supports the main valve-rod P. Thisrod has at one end a cam-roller p, which takes the cani N and slides ina bracket 19', secured to the cylinder.

` In the valve-box is a chamber l, into which lead gas-pipe F andair-pipe G and in which the gas and air are mixed. Leading from thechamber l is a port 2, leading tothe explosion-chamber of the cylinder,which port, as hereinafter described, ,becomes alternately an admissionand an exhaust port. Between the chamber l and the port 2 is seated avalve 3, which is held on its seat by its gravity and by coiled spring3', surrounding the stem of the valve. Thisspring is interposed betweena nut on the end of the stem and the bottom of a socket in the wall of'the valve-box, as appears in Figs. 2 and 4. In port 2 is a valve 4,controlled by valve-stem 5, having spring 5a, (see Fig. 1,) which lholdsthe valve 4 normally closed. Leading from chamber or port 2 is anexhaust-port 6, which extends through an opening in the cylinder, asshown by dotted lines in Fig. 7, to the exhaust-pipe'II.l Between theport or chamber 2 and the exhaustpassage 6 is a valve 7, seated fromabove and held normally closed by the 'gravity of'its heavy stem 7, Thisvalve-stem reciprocates in a socket in a removable cap '7b npon'thevalve-box, as shown in Figs. 2 and 4. f It will be seen that thetwovalves 3 and 7 have the same axis, 'that the device is compact, and thatthe work of linishing the valve-seats is lathework and may be quicklyand cheaply performed. L

ICC

In the gas-inlet F is a valve S, having horizontal stem 9, provided witha spring 9, (see Fig. 1,) which holds the valve 8 normally closed.

Secured to the main valve-rod I is a bracket or hanger 10, upon which ispivotally mounted the governor. This governor is of the gravity orinertia type and has projecting for'- ward from its pivo'ted weight 11 anger 12, adapted when in horizontal position, or nearly so, to engagethe notched extremity 13 of the valve-stem 9, which controls the valve Sin the gas-inlet F. Depending from the valvestem 5 and rigidly securedthereto is an arm 13, which forms a support and guide for the valve-stem9, which slides in yan opening in the lower end of said arm.

The operation of my engine is as follows: Assuming that the parts areassembled as above described, that the ignition-tube 14 is heated to aproper degree, and that mixed gas and airare compressed within theexplosion-chamberand within the ignition-tube 14, the explosion nowtakes place and the piston is driven forward, communicating motionthrough the connecting-rod and crank-shaft to the flywheel in the usualmanner. At this pointall the working valves are closed and exhaust takesplace through the open exhaust-port intopipe h. (See Fig. 7.) The camnthrough gears Z n now moves the Valve-rod p ontwardly and throughvalve-stem 5 opens the valve 4, permitting the escape of the remainingburned gases asV they are expelled by the return of the piston toitsstarting-point. The gases thus expelled pass-out through port 2, liftthe weighted valve 7, and, through pas'- sage G, escape throughexhaust-pipe h. The cam n now holds the valve 4 open,while the pistonagain moves forward, which movement permits the valve 7 to close by itsown weight and causes the valve 3 by the partial vacuum thus formed tolift, which permits air to enter behind the advancing piston. The airthus taken is expelled by the returning piston over the valves 4 7, andat each alternate forward stroke air is in this manner drawn in and bythe backward stroke expelled until the next explosion takes place,thereby cooling the exhaust-valves and to a great extent overcoming thedifficulty arising from the undue heat of the exhaust-valves and theiradjacent parts. The governorweight 11, pivoted, as at 11C, upon thebracket 10, which moves with the rod P at each backward stroke,tiltsslightly, lifting its finger 12. If the momentum and speed besufficient, the weight will tilt sufficiently to throw its arm upwardlyand out of line with the valve-stem 9; otherwise the arm will come incontact with the notched extremity 13 of the valve-stem 9,

thus pushing open the valve S and admitting gas to theexplosion-chamber. The inertia of the governor-weight 11 is regulated bymeans of a compression-spring 11L upon the bracket 10, the tension ofthe spring beingcontrolled by set-screw lll". Thus by means of thetension-spring resting upon the arm 12 the explosion-point in the speedof the engine is established and the valve 8 may be compelled to operateat each alternate stroke of the en` gine, orby loosening the springsufficiently the operation of the valve and the explosion will onlyytake place near the stopping-point. It will be seen that thisarrangement of the governorand the valves proyides for their properworking and the regulation of the speed of the engine with the use ofbut a single f cam and cam-rod, thus dispensing with the multiplicity ofparts usually encountered in connecting the iiy-wheel and its shaft withthe Y callyoperatingV automatic springactuated A valve in said port, aneduction-port, a vertically-operating automatic valve in the latterport, said valves having the same vertical axis, appositively-operatedvalve intermediate the two valves and the cylinder, and a chamber commonto sa'id valves, substantially as set forth.

3. In a gas-engine, a cylinder, a4 valve-box, a gas and air inductionport therein, a .vertically operating automatic spring actuated valve insaid port, an eduction-port, and a vertically-operating valve in thelatter port, combined with a positively-operated valve S which is heldnormally closed by a spring, and a positively-operating valveintermediate the two valves and cylinder, and a chamber common to saidvalves, the two automaticallyoperating valves having the same verticalaxis, substantially asset forth.

et. In a gas-engine, the port 2, the springactuated valve 3, thegravity-valve 7 placed in the same axial line with the valve 3 andmoving in the same direction, a valvel placed upon the valve-rod 5, andthe spring 5 for holding it normally closed, combined with the chamber1, the gas-inlet F leading into said chamber 1, the gas-inlet valve 8controlling the admission of gas into the chamber 1, the valve-rod 9,and the spring 9 placed thereon; the parts being combined and arrangedto operate substantially as shown.

OLIVER F. GOOD.

In presence of-` T. J. DowLINo, L. E. BROWN.

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